Train-controlling mechanism



aman-2,1923. 1,458,448

A. E. SNYDER ET AL v TRAIN CONTROLLING MECHANI SM Fume i2, i923. '37,45%,448

A. E. SNYDER ET AL TRAIN CONTROLLING MECHANISM Filed Sept. l5, 1922 4 Sheets-Sheet 2 June E2, i923. 3,458,448

A E.SNYDER ET AL TRAIN CONTROLLING MECHANISM Filed sept. 15. 1922 4 sheets-sheet 5 //ngnydemfwsesgnyder INVENTORS ATTORNEY.

June 12, i923?.

` ,4'58,448 A. E. SNYDER ET AL TRAIN CONTROLLING MECHANISM Filed Sept. l5. 1922 4 Sheets-Sheet 4 llgdl Patented .rane i2, i923.

unirse f stares fg PENNSYLVANIA.

TRAIN-CONTROLLIG MECHANISM.

v Application filed September 15, 1922. Serial No. 588,395.r

To @ZZ whom 'it may concern.'

Be it known that we,l ALLEN E. SNYDER and Moens SNYDER, citizens of theUnited States, residing, respectively, at Bowmans` matically arresting the further travel of a` moving body traversing a railroad when a danger condition is in'uninent, and it has more particular reference to mechanism of the governor operated type; that `is to saymore specilically-emechanism including y a ball governor which is automatically accelerated or 4retarded in direct ratio according to the speed of a locomotive or train.I said mechanism cooperating with a track device adapted for automatic ,elevation into the path of a trip member actuated by the ball governor to effect a partial or completer bleeding of a locomotive or trainair line and thereby partially or entirely applying the air brakes.

The primary object of our present invention is to provide novel means whereby the bleeding of the air line to effect a partial or full application of the air brakes on a locomotive or train is automatically effected whether or not the danger condition imminent be a normal service or emergency one.

Another object of our invention is a novel means for automatically locking the air line bleeding part or parts ofa train controlling mechanism as hereinbefore referred to in the open position when the imminent danger condition is of van emergency nature.

A further object attained by our invention and resultant from the automatic application of the brakes on a locomotive or train whenever an emergency condition arises is the fact that the driver or other personin charge of or operating said locomotive or train is forced to make personal investigation as to the cause of said emergency condition in order to effect the release of the locking means that retain the air line'bleed or bleeds in open position. More specifically defined a driver or any other person operating a locomotive or train equipped with our invention who may become ytemporarily or totally 4incapacitatedl through some unforeseencause or due to negligencecannot approach and pass a danger'signal or the like without said locomotive or train being auto'- matically brought to a stop before the danger signal or the likeis passed. y

A still further object of this invention is to provide a novel train controllingmechanism of the type referred to rvwhich is simple in construction, easy' to manufacture and iny stall, `not liable to get out oforder, while it can be. quickly applied to either'steam, electric or otherwise operated locomotives and trains with the expenditure of but littley time and labor. I f

With the foregoing and other objects in view, as will become more apparent from the following description, our invention consists essentially in certain novel features of construction, combinations and arrangements of parts hereinafter fully described and more specifically denedfby the subjoined claims In the further disclosure of the invention reference will be made to the accompanying sheets of explanatory.drawings constituting v a part of this specification, and in which 'like characteisofv referenceI designate the same or corresponding parts in all the views.

Figure l is an elevation of our'v improved miv train controlling mechanism as applied to one of the bogie axles of a locomotive, parts being broken' yaway l and `in section for La clearer disclosure of certain underlying niechanical movements. 4

' Figure Q'is an enlarged fragmentary'sectional end elevation of the governor drive hereinafter more fully described. i

Figure 3 is a side elevation `looking towardsthe right hand of the preceding iigure with parts kbroken away or in section to better disclose the underlying structures.

Figure 4 is a sectional `plan taken substanf ltially on the line 4 4 in Figure 5.

Figure 5is an enlarged detail elevationpartly in section-illustrative of the-connec-r tion between the governor controlled mechanically operated mechanisme-nd the elecmore particularlydescribed.

Figure 6 is a fragmentary of the mechanically operated trip device for tricallv actuated track device -hereinafter opening the air line bleed valves to effect the application of the brakes automatically.y i

Figure 7 is a similar 'viewk to the precedy i detail faceview y i r105 l air brakes or when the locomotive or train is approaching a distance or danger signal under proper control or at a predetermined safe running speed.

Figure 9 is a like view to the preceding ligure but showing the position occupied by the-trip device when an emergency condition arises, or when the brakes are autoi matically `and fully applied to effect an immediate stoppage of a locomotive or train.

Figure 10 is a like view to Figure 9 with the trip member full line position indicating its passage over the first track device lat a safe lrunning speed, while the dotted line position shows said trip member locked, or as it remains after passing the second track device, and as it remains until manually released. i

Figure 11 is a top plan view of the electrically actuated trackdevice for effecting the oscillation of the trip member, with the cover therefor indicated by dotted lines.

. Figure 12 is a rear face view of the trip member carrying plate l and showing the latching means hereinafter more fully described; and,

Figure 13 is a vertical section through the trip member carrying plate and associated parts.

appropriate character.

*Referring more particularly to the drawings and specifically to Figure 1 thereof, :thenumeral 1 designates a railroad bed on which is disposed the cross-tie 2 conveniently--though not essentially-of channel cross section, sai'dcross-tie serving as a support for the rail 3 that isheld in place by removable splice plates 4; and said rail 3 is insulated from the tie 2 by insulation 5 of A fragmentary or broken portion of a pony truck bogie wheel is characterized by the numeral 6, while the aXle therefor is designated as 7 said `axle being mounted in the journal or grease-box 8 in any of the well known ways, and all .of said foregoing elements forming no part k1O,the same being securely locked against vrotarvor other; displacement relative to the `axle means of key or dowelA screw 11 insertedv'through the closed-in innery end 12 of -said-cup-like member 10. This cup-like member 1() serves as a housing for an appropriate universal 13 at one end of a connecting rod 14, and disconnection of said universal 13 from the cup-like member l0 being effectively prevented by a retaining col- 4lar l5 and set screw 16 as will be clearly understood by those acquainted with the art to which our invention appertains.

Supported from one or both side walls of the grease-box orjournal 8 by means of anangle, bracket or bracketsy 17 held in place by set screws 18 .is a tubular orlike casing or housing 19 provided with vertically disposed fianges 2O connectableA to the aforesaid angle bracket or brackets 17 by means of bolts or set screws 21. Additional rigidity and support for the tubular or like casing 19 may be ensured byclamping to the underside of the grease-box or journal j8 a laterally disposed brace plate or the like 22 provided with one or more tubular distance pieces 23 through which is or are passed a'bolt or bolts 24 the head or heads 25 whereof engages or engage the inner lower wall of said tubular or ylike casing 19, while clamping bolts 26 and a bridge piece 27 effect the connection of the brace plate 22 rto the greasebox or journal 8. j

Integral with or secured within the outer end of the laforesaid tubular casing 19 is a vertical bearing 28 in which is rotatably journaled a shaft 29 that seats on an antifriction thrust bearing 3,0 adjustable by means of a screw threaded. support 31 and lock screw 32. The vertical shaft 29 has feathered thereon a vertically slidable sleeve 33 provided at its lower part with a'grooved enlargement 34. Pivotally mounted between lugs 35 provided for the purpose at tion collar 38 having lateral pintles 38. en-

gaging in the forked ends off the stirrup portion 39 of the lever 40 fulcrumed at 41 in the upper part of a standard 42 integral with a laterally projecting bar or member 43 on the vertical bearing 28. A contractile spring 44 is connected at one end 45 to the lever 40 and at the other end 46 to the laterally projecting bar or member 43, and it will be readily understood that this spring 44 normally tends to pull the vertically slidable sleeve 33 downwards in opposition to the momentum of the governor balls 35. teferring backagain to the laterally projecting bar or `member 33, it will be seen that it is provided with Aan upstanding vertical portion 47 in parallelspa ed relation relative to the standard 42, and -urthermore it is to be `noted. that the outer or free end of the aforesaid fulcrumed lever 40 projects through a vertical slot 48-Figures 4,12 and 13--in said vertical portion 47 and'engages f in an aperture or hole 49 near the'upper edge of'a vertically movable slide 50. This slide 50 is guided in appropriate gibs 5l secured to or formed on the outer face of the vertical portion 47, and it is limited in` its down- Pivoted pendulum fashion ron an appro@ priate stud or pivot pin 54 securely mounted intermediate the upper andr lower ends of the slide 50 is a depending' arm or trip member 55 which is adapted yfor oscillation in either direction as later on explained. lt is also to be particularly observed that this depending arm or trip member 55 will be raised and lowered by the aforesaid fulcrumed lever 40 under the action of-and in accord with-the momentum of the governor balls 36 through the'con'nections just described. The upper part or lieadxof the depending arm or trip member 55 isl fashioned or provided at each side with opposed stepped or notched out upper and lower parts 56, 57 respectively that are adapted to co-operate with head members 58 secured to the stems of bleed valves 59- Figure l-fitted in the air line GO.k Refer-ring more specifically to `Figures 4 to 10 in the following description, reference will be directed in the singular to only one' of the bleed valves 59 and associated parts, it being obvious that the opposed valve and associated parts will be duplicates thereof but reversely disposed.

Each bleed valve 59 inthe airline 60 is, as will be obvious, under the action of `a compression spring 6l, and` that when opened in the direction indicatedby the arrows in Figure 4 it willlbe held so opened,` by the engagement of either the lower or upper notched out part 57, 56 respectively on the head portion of Jthe depending arm or trip member 55 as later onv more ,fully explained, whereupon the in the air line 60 will escape through the valve cage 62 and continue to do so until the particular valve 59 so opened is again closed, and n ring or hand hold 7 6 at its lower end vwliere-y l `by the said latch levers 70 may berelease'd thereby apply the air brakes. Inorder to provide an automat-ic means' for returning the depending arm or trip member 55 to a normally vertical pendent position when the head portion is released from engage ment with eitherof tliehead members we employ a pair of op osed Hat recoil or leaf springs 63, 63 `whic are conveniently secured at their upper parts in the slotted outer projecting eiid'of the he'reinbefore described pivot pin or stud 54by means of a split pin orrrivet 64. The'lower or free ends of these recoil or leaf springs 63 are slightly flared or outwardly curved to straddle a laterallyprojectingpin or stud 65 secured centrally of and in a convenient position in the depending armj orltripmemf' ber 55; and, as will be perfectly clear to c,

those acquainted with the art, said recoil or leaf springs 63 ywill operate to automatically yreturn the depending army or tripv Vmember 55 to its neutral or vertical position whenever either of the head members 58 is' released from engagement withlthe aforesaid notched out parts 56 or 57. y

Integral with each of the aforesaid head members 58 is a lateral arm 66 the free or angled end iwhereof is slidably mounted pose in the upstanding vertical'portion vor wall'47 aforesaid.` On an examination of rin a horizontal slot 68 provided for the pui'-l ,i

the drawings it will beclearly seen that the d aforesaid free or angled end67 of the lateral arm 66 lies` inthe path of a pair of opposed` upper'` and lowerl latch levers 69, 70 respectively, pivot-ed on studs '7l and under the action of compression springs 72 that normally tend to force said latch levers 69, 70 towards each other, as will be easily understood by those conversant with such mechanisms. These latch levers 69, 70 are respectively formed with a tooth or projection 73, 74 in slightly spaced relationy relative to each other; that is toy say with respect to the showing illustrated, ythe tooth 73 on the upper latch lever 69fis disposed in advance of the tooth 74 onl the lower latch lever 70; or, said vteeth may be arranged vice versa. In other words, theL tooth l73isv positioned to have co-operative latching engagement with the free or angled.

end G7`of the laterally movable arm 66 in" advance of the tooth 74 for a purpose later on moreexplicitly set forth'. `Thus it will `be easily seen that when the tooth73 engages the free or angled end 67 vthe particular bleed valve 59 associated 'therewith will ,K

be held opento a[predeter'mined extent,

vwhile when said angledv end 67 is engaged by the tooth 7 4, said valve 5K9 will be opened to a greater extent and held openfand so locked until manually released or re-closed,

asv later on explained. Suitably connected to each of the lower latch levers 70 is a den pending pull rod or chain 75 having afinger from latching engagement with the associated angled VendsY '67.` yFrom the foregoingv v side of the 'device the bleed valvesv59 can be held open in two different-relative positions, and in this connectioniwe wish tor here point out that the first position pro!A vides for what may be termedanormal serv-v .ice application .of the air brakes 'on the engine or train equipped with our "invenf tion,'whercas the second' position yensures an emergency application ofsaid air brakes.` Referring once again to the governor' mechanism which controls and operates the hereinbetore described mechanism through the oscillation or rocking, of thek fulcrumed lever LlOgand having reference more. particularly to Figures 1 to 3 of the drawings it will be seen that the connecting rod is provided vat its outer'endwvith an universal 77 having a sliding iit in the hub 78 oi bevelgear 7 9 rotatably mounted upon a stub axleA 80 integral with or securely connected to a boss 81 laterally projecting in normal axial alignment with the axis of the bogiej wheel axle 7, a lockingcollar or other suitable antiiriction device 82 ensuring the ifrictionless ,running ol said bevel gear y7,9 on the stub aigle 80. This bevel gear 79 meshes `into and is adapted to drive a second bevelgear 83 securely keyed or otherwise mounted on the vertical sl'iaitQ?, and it will accordingly be clearly apparent that the momentum of the governor ballsl 36 will accord in direct ratio -with the speed of the rotatingaxle 7. Further, it will be readily apparent that by the employment of the slidable universal 77 provision is made for the automatic phase of our invention We` ar# range in predetermined positionsat one or both sides of the track and injuxtaposition to the rail 3, over which hangs the depending arm or trip member 55, a bo1-lilre casing or block Seappropriately secured on a rigid lbase S45-Figure 1. Y rllhis boX-lilre casing or block 84 is formed -with an upper compartment SGy closed by a gravity fall' cover or hood 87, suitably hinged at 88 to one Wall89 thereofl that is at right angles to theA road bed.. This cover or hood 87 as Will be clearly seen romthe lower part ot Figure 5 is made ot inverted scoopshape in`crosssection so that it serves to close in the aforesaid coinpartment vat all times, and thereby vprotect the mechanism therein contained from the ravages oic inclement weather and other influences vor matter that might serve to injure or destroy the same. Journaled in antifrictionfbearings 90 Within the compartment 86 is a transverse yshaft 91 on which' is a Worm-wheel 92 ladapted to be partially rotated or turned lin, either direction by Va 4ivormfdrive 93 on the armature shaft 94 of 'an electric motor 945, connected by Wires 96 with any suitable source otelectromotive energy. Secured on the transverse lshaft 91 and centrally longitudinal of the compartment 86 relative to the track is a cam or eccentric 97 which serves to raise the hereinbefore described cover or hood S7 intothe path or" the depending arm or trip member 55 as later on explained. lnorder that the movements of thetransverse shafty 91 may synchronize with the operation orp the ordinary and Well known block signalsor distance and home boards-not shown- We employ what may be conveniently termed a timer, or control switch 98 that is securely mounted on the transverse shaft 91.. lThis timer or control switch TQS-Figures 5 and ll-conv sists of an insulate material drum having4 bedded in its peripheral 'surface a metal contact strip 99 which is gated or interrupted as shownwand lor a purpose hereafter eX- plained. Similarly bedded into one end of the timer or control switch 98 is anannular,

and lower spring contacts 1011, 105 respec-A tively, `which cooperate with the peripheral strip 99, While a third spring or ground contact 106 engages the annular contact Washer 100. TWires 107, 108 lconnect the contacts 10d, 105v with a similar timer or control switch-not shownoperating simultaneously with the block signal or semaphore board, lWhereas a Wire 109 connects the ground contact 106 to one terminal offa storage battery in circuit With'themotor 95. Thus it Will be readily understood by those acquainted with the art that the timer or control switch 9S can be arranged so that as the block signalv or semaphore board is moved from the danger to the line clear position the motor can be energized rto effect a partial lett handturn-for example-t`o the camV or eccentric 97 Whichvvill permit the cover or hood 87 to descendv by gravity downwards from out oi the path of travel of the depending arm or trip member 55. @n the other hand a reversal of the signalfromthe line-clearnto the .danger position will eilect a partial right-hand turn of the cam or eccentric 97 and the automatic eleva-tion of the cover or hood 87'.rr This part of our invention is only briefly referred to as it Will be perfectly obvious that any appropriate track device ladapted orvautomatic elevation into and out ofthe path of the depending'arm or trip memberV in synchronism with the operation of the bloclr ysignal or .semaphore boards Willbe equally effective, therefore We desire it clearly un derstood that the electrical mechanism just described is not to be identified' per se asa part of our present invention, but that it has been shown` and briefly described in lll).

order for a clearer understanding of the functioning of our said'invention. i .e

An appropriate casing or cover 11.0 is suitably supported over the governor inechanism and associated parts and braced by a distance piece or pieces 111 to the aforesaid upstanding vertical portiona of the laterally projecting bracket member 43.

From the foregoing description it will be readily understood that as the locomotive or train travels along the railroad 3 that the bevel gear 7 9 rwill be rotated by the connecting rod 14 in strict conformity kwith the axle 7. and, through said gear 7 9 meshing with the bevel gear 83, drive the vertical shaft 29, the speed of rotation of said shaft 29 being in direct ratio or proportion to that of the travelling locomotive or train.

Now it will be perfectly obvious that as the momentum of the shaft` 29 increases there will be a co-related expansion or lifting of the governor balls 36. This eXpansiou of the governor balls 36 will elevate the vertically slidable sleeve and through the stirrup portion 39 rock the lever 40 on its fulcrum or pivot il with a' consequent lowering of said levers outer or free end. As a result of the loweringof the aforesaid outer or free end of the lever -Orand itsr operative engagement in the aperture or hole 49 of the slide 50, the latter will be downwardly moved in the guides or gibs 5l., and through the pivotal mounting thereon at 54e of the depending),- arm or trip member said depending arm or trip member 55 will be lowered to the position' indicated in Figure 5-for example. Now, ,in the event of the block signal or semaphore hoard being set at danger which carried with it the automatic raising of the kcover or hood 87 of the block 84 as hereinbefore set forth, it will be perfectly obvious that, as the depending arm or trip member is carried forward in the direction of the arrow in Figure 5 it `will strike yor impact with said cover or hood 87 and be swung-pendulum fashion--on its pivot pin- 54 to the position shown by Figure 8 forexample. New, as`

suming, by way of a clearer understanding of our present invention that the `position of the depending arm or trip member shown by Figure 8 is what we term thefirstbloclz line or safety control position of our mechanism, or as hereinbefore re'ferredto that position when the `locomotive or train is automatically brought to or traveling at a safe running speedthat istosay more spe-v cifically under proper control-the rocking of the depending arm or tripmember 55 in the manner just set forth willfresult in the outward projection of the head member 58 and its retention so `heldby the cooperation therewith of the upper notched out part 56. As will be readiljT seen this movement outwards of the head member 58 will result in a partial or predetermined openingof the associated bleed valve 59 in the air line 60,

and the application of the air brakes, and

said bleed valve r59 will be automatically re` tained open by the engagement of the tooth 73 on the upper latch lever69 with the associated4 angled end 67 of lateral arm 66 on saidhead member 58. Still further it is to v be particularly noted that in connection with the just described movement of the` depending arm or trip member 55 the upper spring 72 serves to force thel latchinglever 69 down# wards to effect engagement of the tooth73 ythereon as just set forth. `The partial revation or raising of the slide 50, and-bearing in mind'that the mechanismhas been operated under safe conditions the rear;y wardly projecting pin 53 on saidslide 50 k the art the lever 40 will be reversely rocked `on its lfulcrum 4l, thereby effecting the elewill contact with the underside of the free end of the latch lever 69 and raise same in opposition to the action of the spring 72, thus disengaging the tooth 73 from the ane` gled end 67 and thus allowing the bleed valve 59 to automaticallyy reelose.` Incidentally `we desire to hereremark that, the operation of our trainr controlling mechanism as just kdescribed is intended to conf;h form with normal railway service conditions and as a safeguard against `a locomotive or train being accidentally` or inadvertent-ly run at a predetermined set speed past any signal' eventhough no danger is ,closely im minent, for example, a locomotive or train equipped with our controlling mechanism cannot pass a Erst `block signal or distance rsemaphore board set at danger rwithout being automatically retarded to a ysafe yrunning speed or stopped before reaching the second block signal or home semaphore board. Stili further it is to benoted that when the depending arm orv trip member 55 is released` bythe Contact of pin 53 with the free end of Vthe uppery latch `lever 69,

said depending arm or trip member 55 will be automatically returned to a pendent ver tical position under the operative action of the expanded recoil or leaf spring 63 against` the pin or stud 65` thereon. The first block signal or ldistance semaphore board position of our train controlling mechanism is also illustrated in Figure l, thatfis tosay more specifically the relative position of the de, pending arm or trip member 55 to the full line showing ofthe cover or hood87 is intended to be in conformity with such conditions. And it will bey obvious that by Inaking the lever 55 movableup'and down iny accordance with the speed of the train, the engineer can carryhis train past a caution signalwithout operating the brakes automatically provided the speed of the train be suiiiciently low.

` Now, assuming that through some unfore- A seen or accidentalv cause the driver or other raised as hereinbefore described it will be at the elevation indicated by the dot-anddash line position 112 shown on Figure 1.'

Now it will be perfectly obvious to those con versant with the art that as the depending` arm or trip member 55 is passed over the cover or hood 87 in the `manner set forth herein, said arm or tripmember 55Vwill be moved further outwards relative to its normal vertical. pendent' position. In other words the depending arm or trip member 55 will be swung through a wider are which will result in the head member 58 engaging in the lower notchedout .part 57. instantly said movement takes place the lower latch lever 7 O will be upwardly sprung under the action of the lower compression spring 72, whereupon the tooth 74; on said. latch lever will be placed `in locked Aengagement at the back of the associated angled end 67. whereupon the bleed valve 59 will be securely. held open underemergencyapplication of the air brakes and will arrest the further travel of the lo- .5` comotive or train whereupon the `governor 4 i,

balls will descend and force the slidable sleeve 33 downwards Athereby rocking the lever 40 in a reverse direction with the result that said levers free end will lift the slide thereon will not elevate the lower and cause its return to a neutral position, while the rearwardly projecting pin latch lever 7() consequent upon the fact that said' lever is comparatively. much shoiter than the uppenlatch lever 69 and therefore clear of said pins line of travel. An examination of the drawings will make this point perfectly clear, and will be readily seen that der to release the lower latch lever 70 from in orlocking connection with the associated an gledend 67 the driver or some other person. on 1 the locomotive or train must descend.

'l therefrom and exert a manual downward pull upon the finger ring or hand hold 76 fwhich through the medium or chain will `effect 'disengagement ofi-the plication of the air brakes.

of the pull rod.

justed so that the depending arm or trip member 55 may be arranged to clear the first block signal or distance board eleva. tion of the cover or hood 87 as indicatedby vthe full line showing of said arm or trip member 55 in Figure 10; whereas the second block signal or home board elevation of the cover or hood 87 will effect the tripping of the device as hereinbefore described, and as indicated by the doteand-dash line position of the depending arm or trip member in said n Figure 10. yIt will of course be clearly apparent that the showing in i* igure 10 is solely to clarify the point at bar, namely, that apredetermined acceleration of the governor balls l 36 may be settled on which would effect the elevation of the slide 50 to a denite point before the depending'arm or trip member 55 would become operative to effect the open-l ing of the bleed valve 59 to a position for ap- Frenil thev foregoing it will be apparent th at our novel train controllingniechanism is rendered automatic under all service or emergency conditions no matter to what extent or not the governor balls 36 are accelerated or retarded if ,the second block signal or semaphore board position of the cover or hood 87 is set at a predetermined elevation relative to the tip or lower end of the depending arm or trip member 55, while the air brakes will be automatically applied thereby and cannot be removed until the lower latchlever 70 is mauually released. V Obviously the bleed valves 59 will' re-close under the action of the springs 61, while the track devices 84 may be actuated independently of the block signals or semaphore boards. y

From the foregoing description and an e1'- amination of the drawings it will be readily understood that our present invention provides a train controlling mechanism which will operate automatically to stop a locoinotive or train in case the engine-man or other person in charge thereof fails to observe or be governed by restrictive signal indications. Still further it will be clear that our invention provides an adequate automatic traincontrol which will be found fool-proof should the driver of a locomotive or train provided therewith fail to heed signal indications and control his locomotive or train accordingly. a

.Another .advantager inhering to our present Y inc; a ball governor adapted for operation' by a moving axle of the train, a vertically'l lVhile We have shown and describe-tithe best'formof our invention at"present'known to us, it will be obvious that the 4same is usceptible of considerable variation, as vfellr as other embodiments of the several parts thereof. and the right is hereby reserved 'to make all such reasonable changes and modifications therein as fairly fall Within `the scope of the appended claims.

Having described our invention, what We claim as neiv and desire to secure by Lettersy Patent, is p p i l. ln a train controllinpv mechanism the combination with a rotating,` axle thereof and the air brake line of ball governor mechanism drivenby said axle, means adjacent the` governor mechanism havingr a vertically movable pendulum trip memberv carried thereby, means connecting; the governor mechanism with the' trip member carrying means, means actuableby the tripmember for eiffecftiii;Y an linitial opening of the bleedk in the air brake line to cause a normal application of the brakes, means actuable by said trip member for further'opening said bleed `to effect an emergency application of the brakes, means for locking said bleed in the last mentioned open position, and :manually operable means for releasing' the locking means before the train can bere-started.

2. ln a train controlling; mechanism the combination with a rotating" axle thereof and the air brake line of ball governor mechanism driven by saidr axle, means ad-` 'acent the o'overnor mechanism having a i 2" 2 vvertically movable pendulum trip member carried thereby, means connecting;` the governor 4mechanism with the trip member carrying; means, means ractuable by the trip' member for effecting an initial opening; of

a bleed in the air brake line to cause a normal application of rthe brakes, for* automatically releasingthe afoi said bleed opening` means under a predetermined service condition, meansy actuable b said tri-1)- member for further opening'said bleed to effect an emergency yapplication `of the'y brakes, means for locking` said bleed in the last mentionedoopen position, and manually operable means for releasing;` the locking means before thi` train can `be restarted.

` A train controllinf mechanism includmovable pendulum trip member, means conne'cting the ball governor With the-trip member whereby the centrifugal acceleration and retardation of said ball governor respectively effects a lowering'k andiraising of' the trip member, meansactuable by the trip member for effecting' an initial opening of` a bleed in the air brake line to causea nor-v mal application of thefbralresnieans r for automatically releasingv the aforesaid bleed opening means under a predetermined service condition, means actuablel by said trip Vmember for further opening` saidbleed to effect lan emergency application ofi the brakes, means for locking said bleed inthe last mentioned open position, and manually operable means for releasing; the/locking means before the train can tbe re-started.

il.' A train controlling' mechanism,includ-y ing` a ball governor adaptedto be driven through an universal connection by a moving yaXle of the train, said ball governor including a standard in which theifrovernor "shaft vis journaled and a spaced `upstanding member having' a vertically movable slide',

aV pendulum trip member supported on the ,slide andadapted tovvbe inovedf vertically soV by the ball governor. said trip member having opposed, stepped notched-out partsy in the head thereof, valved air line fbleeds in spaced relation to the aforesaid trip member adapted to be opened bythe notched-out y parts When'said trip memberis'sivung on its pivot, means actuable by the `trip member l*for effecting an initial opening of either" of the valvedk air line bleeds to causela normal application of the brakes, meansv for automatically reclosing saidy valved air 'line ioo bleedsL under a predetermined service con-r dition, ineansactuable byrsaidr trip member for yfurther opening; the'A rvalved' air diner bleeds to effect an emergency application of thebrakes, means for locking,T said valved air 'line bleeds in the 'last mentioned open position, manually operable rufe-ans vfor releasing the locking` means before the train can be rre-started, and track devices adapted for automatic elevation intoi the path ofgv the trip member to effect-its movement when necessary and gravity recession? When notf-`1l5 so required.

5; ln a traincontrolling4 `mechanism the" `combination vrith -a rotating aXle and `the air brake line `of `a centrifugal governor `adapted to be driven by an universalconizo l nection coupled to said rotating;` ai:le, saidv l`centrifulnal governor includingT aybearing and an' integral spaced upstandina' ymember attachment to an axle box, a vertically disposed shaft rotatable in the' aforesaid bearing having governor balls at the uppery end thereof,` a rear 'drive for the vertical shaftoperable by the aforesaid universal connection, a pendulumtrii'i arm vertically movablecn slide in the upstanding'member,

a .spring influenced rock lever supported intermediate the governor and the pendulum trip arm and adapted to effect its lowering and raising simultaneously with the rotation of the governor balls. said pendulum trip arm having opposed stepped notched out parts of different radius relative to its pivotal point, valved air line bleeds in spaced rotation to the trip arm adapted to be relatively opened by the stepped-notched `.out parts aforesaid when said trip arm is swung on its pivot in either direction, means `for holding eitherof the valved air line bleeds at the' primary open position and means for allowing same to automatically re-close undera predetermined service condition, .means for locking either of the valved air line bleeds in the secondary or emergency open position to effect an iinniediate stoppage of thetrain, and manually operable. means for releasing the locking means before the train can be re-started.

`6. Ina ytrain controlling mechanism vthe combination vvitha vrotating axle and the air brake aline, of a centrifugal governor adapted to be driven byan universal connection coupled to said rotating axle, said centrifugal -governor including a be'aringand an ini tegral spaced upstanding member for at tachment to an axle boX,= avertically disposed shaft rotatable in the aforesaid bearing having governor balls at the upperr end thereof, a'vgeardriveforvthe vertical shaft `roperable the aforesaid universal connection, a pendulum tripl arm vertically mov- .able on slide in the upstanding member, a

spring influenced rock lever supported interkmediate the governor and the pendulum trip, army and adapted tovr effect its lowering and rraising simultaneously with the rotation of the governor balls, said pendulum trip arm having opposedstepped notched'out` parts of different radiusrelative to its pivotal point,

valved air line bleeds in spaced relation .to the trip arm adapted to be relatively opened by the stepped notched out parts aforesaid when said trip arm is swungy on `its pivot inl either direction, means for holding either of the valved airline bleeds at the primary open position and means `for allowingsame to automatically re-close under a'predetermined service condition; means for locking either of the valved airline bleeds in the .secondary or emergency open position to effect an immediate stoppage of the train,

manually operable vmeans for releasing the locking means before the train can be restarted, and means Vforl automatically returnedto be 'driven by an universal connection tegral spaced .upstanding member for attachment yto an axle boX, a vertically disposed shaft rotatable in the aforesaid bear-V ing having governor balls at the upper end thereof, a gear drive for the vertical shaft operable by the aforesaid universal connection, a pendulum trip arm vertically movable on slide in the upstanding member, a spring influenced rock lever supported intermediate the governor and the pendulum trip arm and adapted to effect its lowering and raising simultaneously with the rotation of the governor balls, said pendulum trip arm having opposed stepped notched out parts of different radius relative to its pivotal point, spring influenced spaced valves in the air line having 4head members for engagement by the stepped notched out parts of the trip arm when swung in either direction and outwardly directed angled-lateral portions the free ends whereof project through elongated slots in the aforesaid upstanding member, opposed spring influenced andy pivotally mounted latch levers the inner ends Whereof overlap and lie in the path of the afore- .said rock lever for holding either of the `combination with afrotating axle-and the air brake line 0f a centrifugalgovernor adapted to be driven by an universal :connection coupled to said rotating. axle, said centrifugal governor including a bearing and an integral spaced upstanding member for attach- `.ment to an aXle box, a vertically disposed 'shaft rotatable in the aforesaid bearing having governor balls at the upper end thereof7 a geardrive for the vertical shaft operable by the aforesaid universal connection, a pendulum trip arm vertically movable on slide in the upstanding member, a spring influenced rock lever supported intermediate the governor and the pendulum trip arm and adapted to effect its lowering and raising simultaneously with the rotation of the governor balls, said pendulum trip arm hav-4 ing opposed stepped notched out parts of different radius relative to its pivotal point, spring influenced spaced valves in the air line having head members for engagement by the stepped notched out parts of the trip overlap and lie in the path of the afore-r said rock lever for holding either of the valved air line bleeds in a primary open position, a laterally projecting ,piny onthe pendulum trip arm carrying and vertically movable slidev for cooperation with the overlapping inner ends of the latch levers to effect an automatic re-closing of the valved air line bleeds under a predetermined service condition, means for locking either of the `valved air line bleeds in a secondary or emergency open position to effect an immediatestoppage of the train, manually `Operable means for releasing the locking means before the `train can be re-started, and' means for automatically returning the trip arm to a verticallyy pendent position when freed from operative engagement with either of thevalved air line head members. j y

9; ln a train controlling mechanism the combination with arotating axle and the air brake line ofl a centrifugal governoradapted to be driven by an' universal connection coupled to said rotating axle, said centrifugal governor including abearing and an "in tegral spaced upstanding member for at- -itachment to an axle box, a vertically disposed shaftrotatable in the aforesaid bearinghaving'governor balls at the upper end thereof, a gear .drive for the vertical shaft operablev by themaforesaid universal co'nnec tion, a pendulum' trip aini"vertically 'mov-v able on slide in the upstandingmember, a spring influenced rock lever supported in-f termediate the governor and the pendulum trip arm andadapted to effectits lowering yand raisingr simultaneously with the rotation of the governor balls, said pendulum trip arm having opposed stepped notched out parts of dierent radiusrelative to its pivotal point, spring influenced spaced valvesv in the air line having head members for engagement by the 4stepped notched out parts ofthe trip arm when swung'iin either direc? tion and outwardly directed rangled lateral portions the free ends whereof' project through elongated slots in tlie'aforesaid upstanding member,4 opposed j spring j influenced and pivotally ymountedlatch levers the inner ends whereof overlap and lie in the path of the aforesaid rock lever for holding either of the valved air line bleeds in a primary open position, a laterally projecting pin yon the pendulum trip arm carrying and vertically movable slide for cooperation with the overlapping inner ends of the latch levers to effect an automatic re-closing of the valved air line bleeds under a predetermined service opposed condition, reversely operating spring influencedand ypivotally mounted for automatically returningA the trip arm to"` a vertically pendent ypositiony when freed: from operative engagement with eitherof the valved air line head members'. j

l0. In a train controlliiigmechanismthe combination withta rotating axlevan'd the air brake-line of a centrifugall governor adapt edy toA be` driven by an universall connection coupled to said. rotating axle, said centrifugal governor including a bearing and an in-.y tegral spaced up'st'anding'member for at?v tachinent to an axle box, a vertically disposed shaft rotatable in the aforesaidbear# ing having governor balls at the'upper end i thereof, a gear drive for the vertical shaft operable by the aforesaid,universal connection,`a pendulum trip arm' vertically'mov'-` able on slide in the' upstanding member, a spring influenced rock lever ysupported intermediate the governor andthe pendulum tripv n the aforesaid rock leverfor holding'either l of the'valved air line bleeds in .ai primary open position, a'laterally projecting "pin-on thev pendulum trip arm ycarrying' 'a'iidiverti.y

callyT movable slide for cooperation with'the i overlapping inner ends of` the 'latchleversto effect an automatic 're-closing L of@ theyvalved air line Vbleedsunder a predeterminedservice condition, reversely ope'rz'itinlg spring influenced andl pivotally" inountedl latch levers for locking-either ofi the valved air line bleeds ina secondary o'rl emergency open` position to effect an' immediatestop-- page of the train, a manual` pull member on' each of the lastinentioned latch leversfor effecting its release 'fromf lockedlapositi'on before the train can be re-started, and means for automatically returning the trip Aarm to a vertically pendent position when freed from operative engagement with either of the valved air line head members.

11. In a train controlling mechanism the combination `with a rotating axle and the air vbrakey line` of a centrifugal governor adapted to be driven by an universal connection coupled to said rotating axle, said centrifugal governor Vincluding a bearing` and an integral spaced upstanding member" f, notched out parts of different radius relative toits pivotal point, spring `inliuenced spaced valvesl in the yair line having headr members for engagement by the stepped notched -out parts of the trip' karm when swung in either direction and outwardly directed angled lateral portions the freer ends whereof project through elongated slots in the aforesaid 4upstanding member,

opposed spring influenced ,andd pivotally` -mounted latchlevers the inner ends whereof overlap and lie in the path of the aforesaid rock lever yfor holding either of the valved lair line bleeds in a primary open.

position, a laterally projecting pin on the L pendulum trip armcarrying and vertically movabley slide. for cooperation with the overlapping inner-ends of the latch v'levers to effect an lautomatic re-closing of the valved airv line bleeds under a predeter-VV f mined service condition, reveisely operating opposed springwinliuenced and pivotally mounted latch levers forlocking either of thevalved kair line bleeds in a secondary or emergency open position t0 effect an im` mediate stoppage of the train, a manual pull member on each of the last mentioned latchlevers for effecting its release from locked position before the train can be re-r started, and spring recoil means for automatically returning the trip arm to a vertically pendent position when freed from opf erative engagementwith either ofthe valved air line head members,

' 12. Ina train controlling mechanismthe,

combinationwith a rotating axle and the air brake line of a centrifugal governor adapted to be driven by an universal connection. coupled -to said rotating axle, said centrifugal governor including a ybearing and an integral'spaced upstanding member for attachment'to an'axlefbox, a vertically disposed shaft 'rotatable iny the aforesaid bearing having governorballs at the upper end thereof, a gear drivey for the vertical shaft koperable by the aforesaid universal connection,A a pendulum trip arinvertically movable` on slide in the upstanding member, a spring influenced rock lever supported intermediate the governor and the pendulum triparm and adapted toeffect its lowering and raising simultaneously with the rotation of thehgovernor balls, said pendulum trip arm'having opposed stepped notched out parts'ofl different radius relative to its pivotal point7 o spring `influenced spaced valves in the air line' having head members yfor engagement by the stepped Anotched out' parts of the tripl arm when swung'in either direction and outwardly directed angled lateral portions the free y,ends whereof pro ject through elongated'slots in the aforesaid upstanding member, opposed spring iniuenced and pivotally mounted latch levers the innerends whereof overlap and liein the path of the aforesaid rock leverA forholding either of thevalvedair line bleeds in a primary open position, a laterally pro,- jecting pin on the pendulum tripA arincarrying andvertically movable slide for cooperation with the overlapping inner endsgo of the latch levers to eifectan automatic reclosing of the valved air line bleeds under a predetermined` service condition, reversely operating opposed spring influenced and pivotallymounted latch levers for lockv ing either 0f the valved air line bleeds, in a secondary or emergency open position to effectan immediate stoppage of the train,` a manual pull member on each of thelast mentioned latch levers for effecting itsy release from locked position before the train can be restarted,fand inwardly. acting fiat springs connected. at their upper ends to the triparm pivot for cooperation withV a projecting pin on the ltrip arm whereby said j tripy arm is automatically returned to a vertical-pendent position when freed from op. erative 'engagement with i either of the valved ai-r line headvmembers. y

In testimony whereof we have aflixed our signatures atBowmanstown, countyof Carbon and State of Pennsylvania, this 12th day of September, 1922.

I l `vALLEN E. SNYDER.

.MOSES SNYDER. 

